Carbureter



G.- A. F. AHLBERG.

CARBURETER.

APPLICATION FILED JUNE 29.19l6.

Patented 0@c.19,1920.

3 SHEEI S SHEETI l l I I l l R v mymami QR iii? (JARBURETER.

will, /1

G. A. F. AHLBERG.

Qmhs APPLICATION FILED JUNEZQ, I916.

G. A. F. AHLBERG.

CARBURETER.

A'PPLICATION FILED H'JNEZE', I916.

Patented Oct. 19,1920.

3 SHEEIS- SHEET PATENT OFFICE.

GUSTAV .A. F. AHLBERG, OF PITTSBURGH, PEhINSYLVANIA.

Specification of Letters Patent.

Patented Oct. 19, 1920.

Original application filed March 6, 1914, Serial No. 822,875. Divided and this application filed June 29,'

1916. Serial T 0 all whom it may can earn:

Be it known that l (lUs'rAv A. l Annmarie, a citizen of the United States, residing at Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented certain v new and useful Improvements in Carburcters, of which the following is a description, reference being had to the accompanying drawings, forminga part of this specification, in which corresponding letters of reference in the different figures indicate like parts.

My invention relates to that class of earburetors adapted more especially for the use of kerosene and other heavy hydrocarbon oils, this being a division of my application filed March 6th, 1914, as Serial No. 822,875. The object of my invent-ion is to. provide novel and effective means for utilizing heat from the motor exhaust for heating. carbureting and mixing chambers together with air and fuel admitted there to so 'asito vaporize the heavy fuel in a simple, effective and economic manner. To these ends, my invention consists in the combination of elements hereinafter more particularly described and definitely pointed out in the claims.

In the drawings,

Figure l, is a plan view of my improved carbureter,

Fig. 2, is a longitudinal section thereof, taken upon the line Ill-11, Fig. 1, viewed inv the direction ofthe arrow there shown,

Fig. 3, is a like section forming a part of Fig. 2, being a continuation at the left hand end thereof, v

Fig. 4, is a section in plan taken upon the line lV-JV, Fig. 2.

Figs. 5, 6 and 7 are vertical sections taken upon the lines V--V, VL-VI and VII-VII respectively, Fig. 2,- viewed in the direction indicated bythe arrows there shown, and

Fi 8, is a section in plan. taken upon the line vm vru, Fig. 2.

Referring to the drawings, 1, indicates that portion of a carburcter casing which is attached to the motor, the flange 2, there on being provided for that purpose. To a flange 3, arranged at right angles to the flange 2, is bolted or otherwise rigidly secured a flange 4, which is integral with an.

elongated shell 5, the interior of which is cylindrical and is intended to form a. carbureting chamber 6. A portion of. said shell 5 is provided with a jacket 7 for the purpose hereinafter stated. vA main heating case, generally designed by 9, is provided with. a flange 10, Fig. 1 bolted to a flange 11, formed upon the part 7. The heating case 9 is providedwith an opening in the top to which is detachablysecured a tight asbestos shield 13. Within the shell 9 is a secondary shell 14, Fig. 2, between which and the outer shell is an annular space or chamber 15, for the purpose hereinafter stated. Tapped into an annular flange 16 is 'a tubular radiator member 17; open at .cap' 12, preferably protected by means of an ing to regulate the size of the discharge opening from the bottom of said tube. The discharge from the tube 17 enters the aunular space 15, which is in communication by means of a semi-annular passage 22, with an annular chamber 23, in the 'jacket 7.

Said chamber in turn is in communication with an exhaust opening 24.

The heating space between the radiating member 17 and'the inner wall 14 of the jacket 9. as well as the space within the casing 5 is in communication with the outer atmosphere through a passage 25, Figs. 2

and 4, the effective opening to which is controlled 'bymeans of a sliding gate 26, held in place by means of an adjusting screw 27.

A metal tube 28, which constitutes aprimary heating conduit tor-the carbureting chamber (5, is inclosed within the tubular casing 5 and is arranged concentrically there with. One end of said tube is in communication with the tube 17 through an elbowv formed in the lattcr,wl1ile the other is incased within a hollow plug 30, Figs. 1, 2' and 3., J

openings 31 to permit the exhaust from the tube 28 to escape into the atmosphere. A.

throttle valve 32, Fig. 2, is pivoted diametriidly attached to the valve 48.

cally in the pipe 19, said valve having an actuating arm 33 rigidly attached thereto. A link 34 serves to connect the end of the arm 33 to one arm of an elbow lever 35 pivoted at 36 to a boss 37 in the lower part of the pipe 17. A lever 38, is connected to 'a pin 39 upon the depending arm of the lever 35. The upper end of the lever 38 is pivoted at 40 to a bracket 41. A rod 42 is located within the tube 28 and has one end pivotally connected at 43 to the lever arm 38, while the opposite end is centrally tapped; as shown at 44, Fig. 3, through the plug 30 and provided with a nut-lock 45. The device described constitutes a thermostat and is so adjusted that when the carbureter is cold, the valve 32 will be fully open but when heated the expansion of the rod 42, act ng through the levers 38 and 35 and the link 34 and arm 33, will cause the valve to close more or less in proportion to the degree of heat developed from the motor exhaust.

The part 1 of the casing is enlarged in diameter in the direction of the shell 9, as shown in Fig. 2, so as to form a valvechamber leading to a mixing chamber 46, intowhich a portion 47, of the casing 5 is extended in the form of a nozzle as shown. A valve 48 having a hub 49, is slidably mounted upon the tubular extension or nozzle 47, formed in the flange 4. Openings 51, Figs, 2, 5 and 7, are formed in the flange 4 to communicate with the atmosphere. A coiled sprlng. 52 tends to hold the valve 48 normally closed.

Extending through bores in the flange. 4,

are pins 53, Figs. 1., 2' and 7, which are rig- A lever 54 is pivoted to a bracket 55 upon the flange 4, said lever having bifurcated arms 56 arranged to engage the pins 53. The opposite end of said lever is in engagement with a spring 57, Fig. 2, which is interposed between it and an adjusting screw 58, tapped into a bracket 59 on said casing. The head 60 of said screw is bored out to form a cavity for the reception of the spring, while peripheral grooves 61 are formed in said head to receive a retaining spring 62 upon the end of the bracket 59. By means of the screw 58, the tension of the screw 57 maybe adjusted to vary the resistance of the valve spring to any desired degree.

Formed upon the side of the main casing is an oil reservoir63, Figs. land 5, having a removable cap 64 which is centrally bored as shown in Fig. 5, to receive and guide a vertical valve-stem 65, the upper end of,

which is'covered and protected by a removable cap 66. Rigidly attached to said valve stem is a hub member 67 having a peripheral groove 68 therein which is adapted to receive and engage the short arms of counterweight levers 69, pivoted to lugs 70 upon the cap. A loose float 71 is placed within the reservoir and adapted to lift the counterweights as oil is permitted to enter the reservoir.

The lower end of the valve-rod 65 is tapered to form a valve and close the opening 72 in a valve-plug 73 having a central guiding bore in its top for guiding the valverod, and lateral openings 74 to permit the oil to enter the reservoir. A nipple 75 enables the reservoir to be connected to the supply tank from whicha full feed may be received subject to the control of the valve. The features of said device are common and well known and I I make no claim thereto. I

An effect 76, Figs. 2 and 5, is formed in the reservoir casing directly beneath the main casing 5. A plug 77 is tapped through the bottom of said oflset for the Screw-threaded portion of a valve-stem 78 which is tapped therein. A plug 79 in exial alinement with the plug 77 is tapped into the main casing above said offset so as to extend into the carbureting chamber 6' with an enlarged feed bore 80, a reduced bore 81 to form the valve seat and an enlarged bore 82 to form a discharge. The

exterior middle portion of the valve lug is reduced in diameter as shown, to or'm an annular chamber 83, from which oil'may flow through lateral bores 84. The upper end of the valve plug 79 is passed through a bore in a ring 85, located in the carbureting chamber to form a restricted crosssectional area for the purpose or: increasing the suction past the fuel inlet opening which is made flaring as shown at 86. -A hand-wheel 87 is attached to the valve-stem, said wheel having peripheral notches for engaging a spring-controlled stop 88 to enablethe valve to be adjusted.

A horizontal bore 89, Figs. 2 and 6, is arranged to communicate with the annular chamber 83 and also with a lateral bore 90. A hollow plug, generall designated by 91, Fig. 6, istapped into t e casing from beneath, the lower portion thereof forming a supplemental or emergency reservoir 92, while the upper portion 93 forms a ni ple or discharge nozzlehaving a central ii 94 and lateral bores 95, which latter are;in communication with the passage 90. Bores 96 also lead to the reservoir 92 to enable oil to enter the latter from the passage 90. Oil may be drawn from the reservoir by suction through a small tube 97.

Between the main casing 5 and the tube ore . 28 is interposed a tube 98, arranged parallel i cation with a small discharge port 103,

slightly below but-in close proximity to a throttle valve 104- mounted upon a journal 105 supported in hearings in the casing 1 to control the outlet therefrom which may be actuated in any well known way;

A screw plug 106, Figs. 2 and 8, is tapped into a bore 107 in communication with thebore 102 for the purpose of regulating the quantity of fuel mixture which may be de livered to the port 103. The reservoir 92 which is provided with very thin walls, I prefer to heat electrically by the following described means: A' generator, 108, Fig. 2, has one of its terminals connected by a lead 108' with a coil 109 big. 6, surrounding the reservoir 92; the other terminal 110 of the coil being extended to form a heating coil 111, within the casing 5, which coil is interposed between said casing and a thin copper tube 112. The opposite terminal of the coil 111 is carried by means of a lead 113 shown in Fig. 1 and diagrammatically indicated in- Fig. 2, back to the generator, the two coils being connected in parallel. A switch 114 is interposed in the circuit. The emergency reservoir together with the preliminary heating means for starting the engine forms he subject matter of claims in my pending application above re ferred to.

The operation is as follows:

In starting, the switch 114 is closed until the reservoir and carbureting chamber bv come heated. The throttlewalve 104 is then opened just enough to expose the port 103 while still closing the main passage through the car-bursting and mixing chambers. As a result of this adjustment, a strong suction from the aspiration of the motor is induced through the port 103 and tube 98, thereby causing a suction through the primary jet 93 and openings 95, passages 90, 89, openings 84 and valve opening 80. Fuel is thus drawn from the latter, discharged through the primary jet 93, where it is commingled with the air in the tube 98, and the combus tible mixture is, in turn, delivered through the port 103 to the combustion chamber of the motor. As soon as the motor starts the products of combustion are discharged from the exhaust, a portion thereof passing di rectly.through the pipe 28 to the openings 31 and a portion through the pipe 17 and jacket chambers 15 and 23 respectively, to the discharge 24, thereby serving to heat the entire casing. As soon as this is accomplished the switch 114 is opened as is also the throttle valve 10 1-. Upon opening the latter the suction through the port 103 ceases, being transferred to the main passageway which results in drawing air from without through the passage 20 and the annular heating .chamber inclosed by the jacket 9, into contact with the radiating surfaces 18, fromv whence it passes through the annular space between the main casing and the heating pipe 28 past the throttle valve 104: to the motive efliciency must be closely regulated and maintained. Should the heat in the reservoir be too low or too high, the excess in either direction will cause an increase of fuel consumption and correspondingly lessen the accomplished work. It is therefore, essential that the controlling factor should be automatic. T he thermostat described insures the desired conditions. The rod 42 is so adjusted that when the carburetor is cold, the throttle valve 32 will be fully open; but

as the heat in the pipe 28 is increased, the

rod will expand, thereby moving the interposed levers, closing the throttle to the desired degree and proportionately shutting oil the supply of heat from both the pipe 28 and the chamber 23.

I have found in practice that by following the operation described, a motor may be readil started with kerosene alone, and that t e combustible mixture may be so perfectly blended and its uniformity so mail.

tained as to insure maximum working elliciency, which necessarily im lies the ab sence of smoke and offensive o 01'.-

Having thus described my invention, I claim I 1. A carburetor, comprising,in combina tion, a jacketed carbureting chamber, a primary heating conduit extending longitudi= nally through said carbureting chamber and communicating at one end with the exhaust port of an engine and at its other end with the atmosphere, a secondary heating conduit also in-communication with said exhaust port, and a jacketed casing arranged to sur round said secondary conduit in spaced relas tio-nthereto to form an air passage having an air "inlet opening, said passage being in 1 communication with said carburetingchamher whereby air may be heated before entering the latter, the space inclosed by the jacket of said casing being in comniumcm tion with said secondary conduit and Withthe space incloscd by the c rhuretinb; chamber jacket, which latter communicates with the atmosphere.

2. A. carbureter, comprising, in combination, a jacketed carl'iureting chamber, a primary heating conduit extending longitudinally through said carbfureting chamber and communicating at one end with the exhaust port of an engine and at its other end with the atmosphere, a secondary heating conduit also in communication with said exhaust port and diverging from said primary con-- may be heated before, entering the latter, the

space inclosed by the jacket of said casing being in communication with said secondary eonduit and with the space inclosed by the carbureting chamber jacket, which-latter communicates with the atmosphere.

3. A carburetor, comprising, in combination, a jacketed carbureting chamber, a primary heating conduit extending longitudinally through said carbureting chamber and in spaced relation thereto to form an air passage havingan air inlet opening, said passage being in communication with said carbureting chamber whereby air maybe heated before entering the latter, the space. in-

. closed by the jacket of said casing being in communication with said secondary conduit and with the space inclosed by the carbureting chamber jacket, which latter communicates with the atmosphere.

In testimony whereof, I have signed this specification, this 27th day of June, 1916.

GUSTAV A, F. AHLBERG; 

